Internal-combustion engine.



E. C. NEWCOMB.

INTERNAL COMBUSTION ENGINE. APPLICATION msn mwl. |909. nsuzwsn sins.i913.

f Q l 4 sainssucer 1.1

' j y -BY f f I 4 A f ATTORNEY i Patented May 18, 1915. I

E. C. NEWCOMB.

INTERNAL coMsusn'oN ENG|NE. v APPLICATION FILED MAY l. 1909- RENEWEDSEPT-'3| |913.

4 SHEETS-SHEET 2.

INVENTR BY X, W

ATTORNEV E; C. NEWCOMB.

' INTERNAL coM'usTloN ENGINE. AFPICATION FILED MAY 1| 1909- RENWEDSEPTA?. 1913.

WITNESSES:

ATTORNEY 4 SHEEvTS-SHEET 3.

El Cl INTERNAL COMBUSTlO'N ENGINE. APPLICATION FILED HAY!) 1909- RENEWEDSEPT. 91 i913. l

Patented May 18, 191-5.

4 SHEETS-SHEET 4 MINI UMTED sra'rns Pair f 1"r,A oFrrCE.

ENGINE COMPANY, OF NEW YORK, N. Y.. CORPORATION 0F NEW YORK.

' inmimmrcoivmusmlon ENGINE.

a'ppiicatin ined may 1, isos, serial 1ra-493,287.

-to the piston chamber in such manneithat atthe ends of the compressionperiods variable portions of the air charges will beeffectivelycarburetedl according to the sizes o'l the fuelchargesi The presentinvention has for its* object the provision of means for supplying andcontrolling the supplies of air and fuel with certainty and precisionwhereby the engine will operate reliably and with great uniformity andeflieiency through la wide range of speed and lpad variations. i Theim-'ention consists inl vices, combinations, improvements, and featuresofcnstruction herein shown and described. r

The accompanying drawings, which 'are' referred to herein and form apart hereof, v

' illustrate an embodiment of the invention,

structed in accordance withl lmy invention;`

Fig. 2 is ay vertical section taken principally on the line 2-2 of Fig.1 but showing parts in elevation and the lower part of the engine invertical section; Fig. 3 is a sectional. plan taken on the line 3-3 ofFig. 1', part of the fly wheel being broken away to illustratecertain/details; Fig. 4 is a vertical cen tral section, illustrating adetail on an enlarged scale; Fig. 5 is a similar view, illus- ,trating amodification; Fig. 6 1s a'vertical central section, illustrating`certain features of the construction inl detail on an enlarged scale;Fig. 7 is a side elevation, illustrating another feature of theconstruction; and Fig. 8 is a diagrammatic view, illustrating the novel,dea

hereinafter fully explained.

specification' ofreaefsratent. Patented. May 18, 1915,

nenewed'september 9,191a. seria1no.7ss,9'37. y.

the construction of a cam forming' part. of

the fuel-injecting means.

The particular embodiment of the inven- 'EDWABD c. NEwcoMB, or NORTHscIrUATE, MASSACHUSETTS, il'ssrenoa To lmwcoixem tion illustrated 'inthe vdrawings comprises 1- cylinder 1, containing a piston 2 which 1sconnected by the connecting rod 3 with a crank 4 on Athe main shaft 5,the whole beingmounted -on a base 6.- The cylinder 1 1s shown asprovided with a water jacket 7; but, 1f desired, air-cooling means maybe l, employed. Any suitable means may be employed for supplying thelcharges ofair to thepiston chamber formed by the cylini der 1. 4Asi-shown, the crank is inclosed '1n a casing lor chamber formed in partby the lower portion .of the cylinder casting.

annular port 10 in the .cover 'of the valve While any suitable Thisvalve consists of a ring mounted on a plurality of spring-Av pressedstems 9 so as to normally close anl case 11. It will be seen that whenthis valve is opened by. atmospheric pressure, two openings are formed,one at each side of the ring,

giving an admission area which is practically double that -ai'orded by avalve of the ordinaryconstruction'. o

The piston chamber is provided withl an air inlet. port' 12 and exhaustport 13 for the waste gases, said ports being/arranged tobe opened bythe piston, when near thcend of its working stroke, the exhaust portbeing opened slightly before the inlet port to -fall before the airinlet port yis opened.

' The air inlet port '12 communicates with the air-compressing crankchamber by a passagell. In order that the incoming air may bedirected'away from the exhaust port in such manner as to displace thewaste lt'o permit the pressure of the waste gases gases ando-thusscavenge vthe cylinder, thel piston 2 is provided at one Vside of itsworking' face with a recess 15 having an upwardly curved wall adaptedtodirect the incoming air toward the top of the piston chamber. Inaccordance with-one feature 'of theinvention, the air inlet port 12 and`The fuel in the form of-a liquid is supcharges'and to control thediffusion ofthe plied to the cylinder independently ofthe air by meansadapted to vary the fuel fuel in the air so that variable portions ofthe air charges will be effectively carbureted 'at or near the ends ofthe compres.-

si-on periods. The fuel-injecting means ini l "cludes a eculiarlyconstructed l' pump, one

y form of W ich'is illustrated in detail in Fig.

'-6. As'shown, this p'ump comprises a suitable barrel 16 in the bore ofwhich is lo' l cated a hollow plunger 17. The bore of the Iao l lvalvecasing-20. This' delivery port is nor- `mally closed by a valve 21suitably guided.,l in the' casing 20. Forthe purpose of greatercertainty inthe operationof the pump', a second delivery valve 22 may beemployed, the same being arranged to coperate with a suitable seatprovided in the casing 20. The plunger 17 is made hollow to provide aninlet port 2 3 which is normally closed by an inlet valve 24, preferablyseated directly a't'they inner end of the plunger, as shown. This valveispreferably retained to its seat by a light tension spring'25 which isarranged between the valve 24 and a'suitable fastening 26 within thehollow plunger. The delivery vvalves 21, 22 maybe seatedby lightsprings, if v desired, the same `being conveniently in the form of lightcompression springs located within the hollow valves. The supply of'fuelmay be admitted to the-hollow plunger in any suitable way. As shown, thebarrel 16 is 'provided with an inlet port 27 which communicates vw1ththe plunger through a perforated Ysleeve 28 which is arranged' between.the

packings 29 and 30, the latter being located in an enlarged bore of thebarrel 16 and compressed therein by a threaded cap 31 and sleeve 32. Theplunger is perforated at a point opposite the sleeve 28 to admitl thefuel to the inlet passagetherein.

Any suitable means may be provided to effect a relative reciprocatingmovement between the pump barrel and the plunger, as required to forcethe liquid therethrough.

' In accordance .with the preferred construction, thepump barrel 16 isstationarily- -mounted 1n upright position on the enginel casing, as bymeans of the pillar rods 33. This, or a similar form of'support, ispreferred in 'order to prevent the conduction of heat to thepumpbarrelwhich would be from .theengine v adaptedto 4properly liable to vaporizethe fuel."

The pump plunger may be reciprocated time the Pump With the enginepiston and to permit the throw ofthe plunger to be varied, as require tovary the fuel charges by any suitable means' in accordance with the"preferred construction, this means is constructed to drive the plungersubstantially ,to the en d of the bore of the pump barrel so as todisplace. practically all the fluid therein, the throw of the pump beingvaried by varying the extent of the return stroke.. By reason of thisarrangement and ofthe peculiar construction of the pump and barrel, thepump is provided with a minimum clearance volume so that there is noopportuni'ty` for any `air or fuel vapors to collect in the pump so asto render the same inoperative or vary the eective displacement thereof,even when the pump is operated with' a very slight stroke, as 'requiredto supply the minimum charges of fuel.

In accordance with the construction shown, the pump plunger is forcedinto the pump barrel`by acam driven from the engine shaft and isretracted by a s ring. To this end,.the end of the plunger 1 is seatedin a vertically sliding memberr34 suitably guided in a casing 35 finedvVon the engine casing at one side of the cylinder 1; The plungertogether with the member 34 is normally forced `in a downward directionby a spring 36 arranged between the cap 31 and a head 37 fixed at thelower end of the plunger. The member 34 is provided with ananti-friction roller 38 which rests upon a cam 39. This cam is mountedon a shaft 40, suitably journaled ini the casing and driven from themain shaft 5 by the gears 41, 42

which are preferably so proportioned that the shaft 40 will make turnrfor turn with the main shaft 5. The parts are so proportioned that thecam will lift the pump plunger substantially to the limit of itsallowable movement in the barrel 16. The Vreturn movement or suctionstroke of theV Y plunger may be limited and varied by any suitable meansto determine and vary the be turned to bring any portion of the cam intocoperation with the stop shoulder to variably limit its downwardmovement, as desired.

' In order to obtain the bestresults 1n this type of engine, it isnecessary to vary the fuel injectin period .with relation to themovements o the engine piston in accordance with variations in the sizesof the fuel 'charges, and also 1n accordance with lvaria-- tions in thespeed of the enginei This is ac- -complished by varying the timing of.the

pump pieating cam39. with relation to the cran of the engine l wa Asshown, the cam' 3 9 iselongated a ved on the shaft 40, as clearly shown'in. any suitable iso.

I in Fig. `2, so that it may-"be moved vlength- WiseI of the shaft. Thecam is connected with the shaft Iby .a pin 45 which projects from theshaft and engages in a spiral vslot 46 in the sleeve of the cam so thatwhen the cam is moved endwise,` it will beturned' around'the shaft. Any'suitable means may be provided for shifting the cam on the shaft. Asshown, the sleeve is projected be- `yond the'bearing 47 at one end ofthe shaft and is provided outside of said .bearing with a grooved collar48, whichis engaged by an arm 49a of alever 49. '.In order that the fuelinjecting periods' may be varied simul- 415 taneously with the sizes ofthe fuel charges,

as required to secure'the best results, the

cam-shifting lever' 49 is connected with the plunger controlling cam 43so that thetwo cams will be operated simultaneously by the operation Lofthelever 49. This is accomplished by connecting the operating arm 44 ofthe cam 43 with the lever 49 bya link 50,

this link preferably being adjustably connected with the operating -arm44 so as to this is accomplished by providing means for shifting the arm49a independently of the operating lever 49. To this end, the arm 49'11s connected to the lever 49 by threaded link 51 having a hand wheel 52by the vturning of whichthe arm is shifted, and means lare provided, asa bolt 53 and clamp'nut 54, to hold the lever 49 in its-adjustedposition. The bolt 53 may form the connection between the lever 49 andthe link 50. When this bolt is fastened and the hand wheel 52 turned, itwill be seen that the. cam 39 will be shifted without shifting the'cam43 so that the time of operationv of the pump or the fuel-injectingperiod may be varied without varying the sizeof the fuel charges. Byloosening the bolt 53 the two cams39 and 43 will bel operatedsimultaneously, as required to vary the size of the fuel charges and tocorrespondingly vary the periods of their injections.`

The fuel delivered by directly into the piston gine through a nozzle'56which is connected with the delivery port of the pump by a pipe 57. Thepreferred-form ofthe nozzle is illustrated in detail in Fig. 4. In orderthat the variable fuel charges may be diffused in the pumpis injected Yportions only of the air charges andinportions of the air chargesv whichcorrespond substantially with the sizes. of the fuel charges', the fuelis delivered into thepiston chamber in fine'- compact jets having highchamber of the enair.

velocities, said jets being directed onto avwall-'in the'piston chamberso that the fuel will be (lili-used in the air by the impact thereofagainst .said wall, and the diffusion of the fuel by impact iscontrolled or re-A strained so as to conne itfwithin the requiredportions of the air charges.l The fuel is also preferably causedtoimpact on a wall whichis'swept by the incoming air charges so astoavoidA any accumulation of residue thereon.l .To this end, the fueljets arexdirected in to the air-deliecting'recess l15 of the piston 2,and in order that the diffusion of restrained, this air-delecting recess1s pref-l erably divided into a plurality of compartf ments by suitablepartitions 15', theI fuel being directed 'into one of thesecompartments. The minimum charges of fuel may be injected lintothecompartment after the air inlet port is closed and duringthe comvtheminimum fuel charges. may be properly pression period, so that none ofthe fuel will I be displaced bythe' incomingair but will be diffused -byimpact alone 'and thus confined to the 'compartmentlor, its immediatevicinity. -When, however, the fuel charges become so large that the. airIin thecon1partment would be over carbureted or tooy rich to properlyignite, the fuelinjecting period. -is advanced `so thatA part at leastofthe fuel willbeinjected while the air inlet port is4 open and will bedisplaced by the incoming As Athe sizes-of the fuel chargesl increase,the fuel injecting-periods will be advanced so' that moreand more of thefuel will be displaced by the incoming air.-

' In order that this diffusion'of the fuelby theincoming air. may becontrolled, means are preferably provided for controlling 0.1,'

restricing or graduating the admission of .the air to the fuel-receivingrecess in the cylinder. -To this'end, the air inlet port -12 is soshaped as to gradually admit the air to the fuel-receiving recess orcompartment. In the construction shown the fuel-receiving recess 15 ofthe piston is divided by the partitions 15a into three compartments, ofwhich the centeronel receives the fuel. The air inlet port 12 is dividedat the center, andthe walls-'are shaped, as' indicated at 12a in Fig.i', so that the openings by which air is admitted to the centralcompartment are decreased laterally as well asvertically during thefirst part of the up stroke ofthe piston, thereby cutting down thequantity of air admitted to the central compartment and permitting thesmaller fuel charges, to be-injected at earlier .periods of the pistonstroke' and still have them'in proper condition for ignition at or nearthe. ends of the compresJ sion strokes.' n

In order-that the fuel maybe ldeliveredin fine compact streams. having ahigh velocity,

geven whenthe engine 'is' running at low "speed, theopening inthe nozzle56 should be lmade very small. -have been produced in an enginedeveloping about .15 horsepower at nine hundred revolutions with a.cylindrical nozzle opening about onehundredth of an inch in diameter. Toprocure lthe best results, the fuel injecting 'periods must be timedwith certainty and precision both as to their beginning and ending. Tothis end, it is desirable that the capacity of the passages between thepump and the nozzle should be made as small as possible without undulyincreasing the pressure required to force the iiuid through them and noopportunity should be given for the `formation or accumulation of air orfuel vapor in said passages. To this end, the inlet valves areconstructed to illlas nearly -as possible the chambers in the casing 20,land the pipe 57 is made of capillary dimensions and secured at itsopposite ends by vu-nions which provide no recesses or chambers for theaccumulation of air or vapor. The nozzle 56 is secured in the cylinderby means of a plug 5 8 which is chambered and .provided with a capillarypipe 59 communi- .eating at its opposite ends with the nozzle '5G andpipe 57, respectively, an air chamber being thus provided within theplug 58 so that ordinarily insulicient heat will be communicated tothefuel by conduction to va- A porize the fuel and thus displace the samethrough the'nozzle-after the pumpLhas completed its Yfuel injectingstroke. insulating chamber may contain any heat insulating material inplaceof the air, if del sired.

' piston even whenthe latter is at the lower l i dierent engines.'

As shown in Figs. 1 and 4f, the nozzle 56 is arranged at th'e top ofthecylinder so that the fuel will be4 directed-into the fuelreceivingyrecess or compartment ofthe 'piston at any desired point in the stroke.By reason of this arrangement, moreover, the

pump may be operated byl hand to inject fuel, as when starting theengine; irrespective of the position of the piston. ifdesired,'l1owever,the .fuel injecting'nozzle may be' locatedat any point which will enableit to direct the fuel charges intothereceiving recess or compartmentatlthe. times required to properly diffuse the fueLf As shown in Fig.y5, thefuel nozzle 56 an'd the .plug 58 are arranged in the side-wall ofthe cylinderjust above the air inlet'port 12, said nozzlebeing inclineddownwardly so .as to direct `.the fuel into the recess -15 of the limit,of its'stroke. With the nozzle thus located, the minimum fuel chargesmay .be injected into the, recess after the inlet port is closed. j A

To procure the best results the shape of the pump-operatin 'cam'.shouldvary in he shape of the cam may vary, for instance, Withthe degree ofcompression-in the engine, the of 'the messes fuel injecting nozzle, themaximum speed at whichthe engine'is to run, etc. in order that the bestshape of cam for a particular engine or set of conditions may bedetermined, have devised an apparatus for -deytermining experimentallythe'be'st shape of cam, said apparatus bein-g illustrated and describedin my said prior application. lt

` may be stated in general, however, that' the canev shouldloe givensuch 4shape-as to maintain a high velocity of Vthe fuel with theminimum" of fuel charges and-minimum engine speed and yet avoid Vthedevelopment of undue pressure inv the fuel'passages whenv b of the camand'at a distance from the' center C about equal to the maximum lift of,Y the cam. rlhe last few degrees of this surface are formed on atangent line which yforms an angle of about 75 degrees with theextension ofthe line 4"C b. "The receding surface'of the cam may be ofany desired l'length and of any desired shape. For convenience it may beformed on the' same arc as the plunger-forcing surface but without thetangent line referred to, as indicated .in Fig. 8.

./.finyfsuitable formof igniting device may `be employed to ignite thecarbureted portions ofthe air charges. As shown, an orthe -cylinder v1so that the spark is formed in the vicinity of the fuel-receiving recessor compartment ofthe piston, when the latter is at or near the limit ofits compressing stroke. This spark plug may be connectedI with. a. coil.61, which Ycoilinay be operated by the battery '62 vand Acontrolled ,bythe commutator 63 conveniently carried by the gear 41. The contact.Ibrush 64: of the commutator may be adjustably supported in an arm 65pivotedY on the bearing 66 of' the shaft 40 so that the time of ignitionmay be adjustedor varied, as required to secure the best results. l

f diiiary form of spark plug 60 is arranged in iis.

lt is to be understood that my invention in its broader aspects is notconfined to the particular construction herein illustrated 'or to anyparticular construction bywhih it has been or may be carried into edeot,as

many changes may be made in the details ofV the construction Withoutdeparting from the main principles of 'the' invention' andrwithout.sacricmg its chief adventag.

ist

` arranged to direct the fuel into said recess.

7. An internal combustion engine of the compression type including incombination, means forming a piston chamber with inlet and exhaust portsfor air and waste gases res ectivel a iston one of said arts havi P a ping a recess arranged to be sweptby the incoming air and to partlyinclose a small portion of the compressed charge, means for injectingcharges of a liquid fuel into said recess, said last-mentioned meanscomprising a pump barrel having a bore terminating in a delivery port, avalve seated in said delivery port, a plunger in said barrel having aninlet port, a valve seated in said. inlet port, means driven by theengine for producing a relative reciprocating movement between thebarrel and the plunger, means for varying the length of saidreciprocating movement to vary the sizes of the fuel charges, a nozzlecommunicating with said delivery port and arranged to direct the fuel incompact jets into said recess, and

meansfor advancing the fuel injecting periods with relation to thepiston as the sizes of the fuel charges increase.

8. An internall combustion engine of the compression type including incombination, means forming a piston chamber with inlet and exhaust portsfor air and waste gases respectively, a piston, one of said parts havinga recess arranged to be swept by the incoming air and to partly inclose.a small portion of the compressed charge, means for injecting charges ofa liquid fuelv into said recess, said last-mentioned means comprising apump barrel having a bore terminating in'a delivery port, a valve seatedin said delivery port, a plunger in said barrel having an inlet port, avalve seated in said inlet port, means driven by the engine forproducing a relative reciprocating movement between the barrel and theplunger, means vfor varying the length of said reciprocating movement tovary the sizes of the fuel charges, a nozzle communicating with saiddelivery port and arranged to direct the fuel in compact jets into saidrecess, means for advancing the fuel injecting periods with relation tothe piston as the sizes of the fuel char es increase, andmeans foradvancing the uel injecting periods with relation to the piston as thespeed of the engine increases. j

9. An internal combustion engine of the compression type including incombination, a piston, means forming a'piston chamber with inlet andexhaust ports for air and waste gases respectively, said ports beingarranged to be openedand closed by the piston when near the'ends of itsworking strokes, and said piston having on one side ofits working face arecess arranged to be swept by the incoming air and to direct the sameaway from the exhaust port, said recess in conjunction with the adjacentwall of the piston chamber serving to partly inving a bore terminatingin a delivery port, a

valve seated in said delivery port, a plunger in said barrel having aninlet port, a valve seated in said inlet port, said plunger and valvebeing fitted to displace practically .all the fluid therein, meansdriven by the engine for producing a relative reciprocating movementbetween the barrel and the plunger, and a nozzle communicating with saiddelivery port and arranged to direct the fuel into said recess. 1

10. An internal combustion engine of the compression type including incombination, means for supplying charges of air to the combustionchamber, means for` injecting charges of a liquid fuel into saidchamber,

said last-mentioned means comprising anv v f tion chamber.

11. An internal combustion engine of the compression type including incombination, means for supplying charges, of air to the combustionchamber, means for injecting charges of a liquid-fuel into said chamber,

said last-mentioned means comprising an upright pump barrel having a.bore" terminating in a delivery port, a valve seated in said deliveryport, a hollow plunger fitted to move substantially to the end of thebore of said barrel and communicating with a source of fuel'supply, aninlet valve seated in the end of said plunger, means driven by theengine for 4reciprocating said plunger, and a nozzle communicating withsaid delivery port and arranged to direct the fuel Onto a wall in saidpiston chamber which is swept by the incoming air charges, said wallbeing shaped to restrain the extent of diffusion of the fuel by impacttherewith.

12. An internal combustion engine of the compression type including incombination, means for supplying charges of air to the combustionchamber, means for injecting charges of a liquid fuel into* saidchamber, said last-mentioned means comprising an upright'pump barrelhaving a bore terminating in a delivery port, a valve seated in saiddelivery port, ahollow plunger inv said barrel communicating with asource of fuel supply, an inlet valve seated. in the end of 'saidplunger, means driven by the engine for reciprocating said plunger, anozzle communicating with said delivery port and ar-V ranged to directthe' fuel into said combus.

tion chamber, and means for advancing the a lcharges of a liquid fuelinto said chamber,

said last-mentioned means comprising an upright pumpbarrel having a boreterminating in a delivery port, a valve seated in said delivery port, avhollow plunger fitted to move substantially to the end of the bore ofsaid barrel and communicating witha source of fuel supply, an inletvalve seated in the end of said plunger, means driven vby the engine forreciprocating said plunger,

' and a nozzle communicating with said de.

livery port and arranged'to direct the fuel in compact jets onto a wallin said. chamber which is swept by the incoming air charges, said wallbeing shaped to restrain the eX- tent of the diffusion of the fuel `byimpact therewith.

14. An internal combustion engine of the compression ytype including incombination,

said chamber, lmeans for advancing the fuel injectingl periods withrelation to the piston as the sizes of the fuel charges increase, andmeans for advancing the fuel injecting vperiods with relation to thepiston as the speed of thevengine increases.' a

15. Anv internal combustion engine of the compression type including incombination,

a piston, means forming a piston chamber with inlet and exhaust portsvfor air 4and wastel gases respectively, said ports being arranged to beopened andclosed by the Apiston when near the ends of its workingstrokes,

.and saidpiston having on one side of its working face -a recessarranged to be swept by the incoming air and to direct the same awayvfrom the exhaust port, said recess in conjunction "with, the adjacentwall of the piston chamberserving to" partly inclose a Small'portion ofthe compressed charge, and

means for injecting charges of a liquid fuel v into said recess, saidlast-mentioned meanslv comprising an upright pump barrel having a boreterminating -in a delivery port, a valve seated in said deliveryport, ahollow' plunger fitted to move substantially to the end ofthe bore ofsaid barrel and having an. inlet port, a valve seatedA in said inletport,

means driven by the. engine for producing a relative reciprocatingmovement between the barrel and the plunger, and a nozzle com-Imunicating with said delivery port and arranged to direct the fuel intosaidl recess.

16. An internal combustion engine .of the means for supplying charges ofair to. the

I so compression type including in combinatiom combustion chamber,meansv for injecting.v

charges of a liquid fuel into saidchamber, said last-mentioned meanscomprising an upright pump barrel having a'bore ,terminating in adelivery port, a valve seated in said delivery port, a hollow'plungerfitted to move substantially tothe end ofthe bore ofy said barrel andcommunicating, with a source of fuel supply, an inlet `valve seatedthereof, means for retracting the plunger, means forvarymg the extentofthe retraction to vary the sizes of the fuel charges,

and a nozzle communicating with said delivery port and arranged todirect the fuel into said combustion chamber. y.

17. An internal combustion engine of the compression type including incombination, means for supplying charges of air -to the combustionvchamber, means for'injecting charges of a liquid fuel into said chamber,

-said last-mentioned means comprising an upright pump barrel having abore terminating in a delivery port, a valve seated in said deliveryport, a hollow plunger in said barrel communicating with a source offuel supply, an inlet valve seated in the end of said plunger, meansdriven by the lengine for forcing thev plunger into the barrel tosubstantially the end of the bore thereof, means for retracting theplunger, means for varying the extent of the retraction to vary thesizes of the fuel charges, a nozzle communicating with said deliveryport and arranged to direct the fuel into said combustion chamber, andmeans for advancing the fuel injecting periods with' relation to thepiston as the sizes of the 4fuel charges increase.

18. An internal combustion engine ofthe upright pump barrel having a,bore termi--v linating ina delivery port, a -valve Iseated in i saiddelivery port, a hollow plunger in said means for retracting theplunger, means for varying the extent of the retraction to vary thesizes of the fuel charges, a nozzle communicating with said deliveryport and arranged to direct the fuel into said combustion chamber, meansfor advancing the fuel injecting periods with relation to the piston asthe sizes of the-fuel charges increase, and

. means for advancing the fuel injecting periods with relation to thepiston as the speed of the engine increases.v v

19. An internal combustionl engine of the compression type including' incombination, means forming a piston chamber, with inlet and exhaustports for air and Waste gases respectively, a piston, one'of said partshaving a recess arranged t0 be swept by the incoming air and to partlyinclose a small portion of the compressedcharge, and means for injectingcharges of a liquid fuel into said recess, saidlast-mentioned meanscomprising an upright pump b arrel having a bore terminating in adelivery port, a valve seated in said delivery port, a hollow plun- A`ger in said barrel communicating with a .source of fuel supply, aninlet valve seated in the end of said plunger, means driven lan by theengine for forcing the plunger into the barrel to substantially the endof the bore thereof, means for retracting the plunger, means for varyingthe extent of the retraction to vary the sizes of the fuel charges, anda nozzle communicating with said deliveryporjt and arranged todirect thefuel into said recess.

20. An internal combustion. engine of the compression type including incombination, means for supxplying charges of air to the combustion camber, means for injecting charges ofa liquid fuel into said chamber,said last-mentioned means comprising an upright pump barrel having abore terminating in a delivery port, a valve seatved in said deliveryport, a holow plunger in said barrel4 communicating with a source offuel supply, an inletJ valve seated in the end of said plunger,a camdriven by the engine for forcing the plunger into the barrel tosubstanti ally the end of the bore thereof, a'spring for-retracting theplunger, an

`adjustable stop to vary the extent of thel retraction to change thesizes of the fuel charges, means for shifting the -cam to change thefuel injecting period, and a n'ozzle. communicating with, said deliveryport and arranged to direct the fuel into said combustion chamber.

2l. An internal combustion engine of the' messes jecting charges of aliquid fuel into saidl chamber, said last-mentioned means comprising anupright pump barrel having a bore terminating in a delivery port, avalve seated in said delivery port, a hollow plunger in said. barrelcommunicating with a source of fuel supply, an inlet valve seated in theend of said plunger, a cam driven by the engine for forcing the plungerinto the barrel to substantially the end vof the bore thereof, a springfor vretracting the plunger, and means for simultaneously shiftingsaid-cam and varying the extent of said retraction, whereby the sizes ofthe fuel charges and the periods of their injection are simultaneouslyvaried.

` 22. An internalfcombustion engine of the compression type including incombination, means for supplying charges of air to the combustionchamber, means for injecting charges of a liquid fuel into said chamber,said last-mentioned means comprising an upright lpump barrel having abore terminating in a delivery port, a valve seated in said deliveryport, a hollow Vplunger in said barrel communicating` with a source offuel supply, an inlet valve seated in the'end of said plunger, a camdriven by the engine for forcing the plunger into the barrel tosubstantially the end ofthe bore thereof, a spring for retracting theplunger, means for simultaneously shifting said cam and varying theextent of said retraction, whereby the sizes of the fuel charges and theperiods of their injection are simultaneously. varied, and means foradvancing thefuelinjecting periods as the speed of the engine increases.

23. An internal combustion engine of the compression type including incombination, a piston, means forming a piston chamber with inlet andexhaust ports' for air and waste gases respectively, said inlet portbeing arranged to be opened and closed by the piston, said piston havingon one side of its working face a recess `arranged to be swept by theincoming air, said inlet being shaped to gradually admit the air to saidrecess, and means for injecting charges of a liquid fuel into saidrecess, part of the fuel being injected during the admission of the air.

24. -An internal combustionengine of the two-cycle type including incombination, a

lll@

Q5. An internal combustion engine of the `two-.cycle type including incombination, a

compressed air inlet port, a piston liag an air deflecting rce's's iviedinto a plurality of-compartments, and means for injecting a liquid fuelinto one of said compartments,'

vcompression type including in combination,

means for supplying charges of air to the combustion chamber, a'ndmeansvfor injecting charges of a liquid fuel into sald chamber, saidlast-mentioned means comprising a nozzle,'and va plug carryingsaldnoz'zle, said plug being connected to the walls of the combustionchamber and having a chamber containing heat insulating material, andmeans for eonducting'the fuel through said chamber to the nozzle. p v

In testimony whereof, I have signed my name to this specification, inthe presence'of .two subscribing witnesses.

y EDWARD o. NnWooMB.

Vlitnesses.: l Wm J DOLAN,

